Engine valve-gear.



No'. 670,!04. Patented Mar. I9, I90I. 0. HovE. ENGINE vALvE Genn.

(Application lad Dac. 14, 189D.) (No Model.) 3 Sheen-Sheet l.

l0. m. mi r. a MA d e ...L n e t a DI L v o H 0. am o 07 7 6 m NENGINENALVE GEAR.

(Application Bled Dec. 14, 1899.1 (No Model-a) 3 Sheets-Sheet 2.

WE/Wm. 02.5 HQI/E.

No. 67o,|o4. Patented Mar. 19k, leoL o. nov;

ENGINE VALVE GEAR.

Applicaciommed me. 14, 1:39a;y @No Model.) 3 Sheets-Sheet 3.

Y/ TNESSES /NVE/vToR. OLE Hoff, I

` rrH/VEKP.

OLE HOVE, OF ELPASO, VISCONSIN.

ENGINE VALVE-GEAR.

SPECIFICATION forming part of Letters Patent N o. 670,104, dated March19, 1901.

Application filed December 14. 1899. Serial No. 740,331. (No inodehI T01J/Z 1.071.071?, t may con/cern,.-

Be it known that I, OLE I-IOvE, of the city of Elpaso, Pierce county,Wisconsin, have invented cert-ain new and useful Improvements in EngineValve-Gears, of which the following is a specification.

This invention relates to traction-engines, and particularly to a newand improved valvegear for engines. g

One object of the invention is to provide an engine of such constructionas to permit of its being placed close to the top ot' the boiler of thetraction-engine and to dispense with the usual governor-belt; andanother object is to provide a valve-gear that is made up ofpositively-connected parts, all sliding connections or joints beingavoided and greater accuracy being secured in the play of the valves.

The particular object of my invention is to provide a reversiblevalve-gear having a variable governor-controlled cut-oft for theadmission of steam that will permit steam to be admitted to the cylinderat the proper time of the stroke and still admit of sutcient Y steam lapin the steam-valve; and another particular object of the invention is toprovide a valve-motion which, with a tixed (nonvarying) exhaust-valve,will retain the steam in the cylinder almost to the end of the strokeand then give a quick and free exhaust, thus avoiding undue compressionbefore the piston, while thereafter quickly closing the exhaust-port andproviding a sufficient cushion for the piston, all with a view toeconomy of steam and simplicity and cheapness of 'construction.

My invention consists generally in a steamengine of the constructionsand combinations of parts as hereinafter described, and particularlypointed out in the claims.

In the accompanying drawings, Figure 1 is a side elevation of an engineembodying my invention. Fig. 2 is a cross-section of the steam-chest onthe line t o of Fig. 8. Fig. 3 is a longitudinal section of asteam-chest on the line w w of Fig. 2. Fig. 4 is a sectional view on theline y y of Fig. 1. Fig. 5 is a vertical section on the line cc a: ofFig. 4. 6 is a detail on the line z c of Fig. 4. Fig. 7 is a perspectiveview of the variable governor-controlled valve-gear. Fig. 8 is a detailof one of the throw-rods.

In the drawings, 2 represents the boiler of the traction-engine. 3 isthe engine-cylinder; 4, the engineframe; 5, the brackets whereby theengine is secured on the boilertop, and 6' the crank-shaft. On thecrankshaft is the crank-disk 7, from the crank-pin 8 upon which theconnecting-rod 9 extends to the cross-head 10, that is connected to thepiston-rod ll ofthe piston Within the cylinder.

12 represents the steam-chest u pon the side and preferably on the lowerpart of the engine-cylinder. The ports from the ends of the cylinderlead into this steam-chest, terminating in the ports 13 14. I prefer toemploy two valves, one for the steam and the other for the exhaust, inplace ot' the usual single slide-valve. These valves are simple slidingplungers or pistons 15 16, the steamvalve plunger being longer than theexhaustplunger and both being adapted to close both ports 13 14. Theplungers 15 16 slide in the valve-cylinders 17, the ends of which openinto the ducts 18 18 of the steam-chest for the live and exhaust steam,respectively. I prefer to provide the sleeves 19 in the valvecylinders,Which sleeves may be removed when Worn and replaced by others. The livesteam enters through the connection 20, and the exhaust-Steam escapesthrough the connection 21 at the bottom of the steamchest. Thevalve-rods 22 and 23, belonging to the valve-plungers 15 and 16,respectively,

extend through stuffing-boxes in the end ofthe steam-chest and areguided in a lug or bracket upon the part 5. From the outer ends of therods 22 and 28 connecting-rods 24 and 25 extend to the valve-operatingmechanism or valve-gear. I prefer that the valvegear shall be applicableto any engine, the engine being provided, preferably, with a new steamchest and valve at the same time.

26 is a double bracket carrying the valvegear, and I prefer that thisvertical arm or bracket 26 be cast independently of the engine-frame andbolted thereto, as shown, the gear being thereby made applicable toalmost any engine. The upper end of this arm 26 is provided with a yoke27, in which is pivoted the rear end of the link 28, which at its freeIOO end has a bearing 29 for the short shaft 30. On opposite ends ofthis shaft 30 are the governor-driving wheels 3l 32. The wheel 3l is ofconsiderable weight and rests upon the crank-disk 7, by which it isdriven. To prevent undue slippage, the driving-wheel 31 is preferablyprovided with a rubber, paper, or leather tire or rim. The link 28 maybe provided with a stud or hanger for additional weights. The disk 7 andthe wheel 3l are of about the same size; but the Wheel 3l may be smallerupon a low-speed engine. The governor may be of any desired type. Iprefer a ball-governor, as shown.

34 and 35 represent the blocks to which the toggles 3o' are pivoted,said toggles being provided wilh the weights or balls 37. A bevelgear 38is provided in connection with the block 34 and meshes with the bevel 32to drive the governor. The governor-spindle is divided into two parts 39and 40, non-rotating, to be drawn together by the action of the balls,and upon which the blocks 34 and rotate. The governor as a whole ispivoted or swung upon the bearing 29 by means of a strap or eye 4l,formed at the upper end of the spindle 39, and the bevel-gear 34 is heldin mesh with its mate by means of the collar 42 upon said spindle 39`The parts of the spindle are joined and held in line by the slidingsleeve 43. The block 45 is held against longitudinal movement upon itsspindle by means of the shoulder 44 and the collar thereon. The governorforms a part of the valve-gear, the lower end 46 of its spindle beingpivotally attached to that part of the valve-gear which controls thelive-steam valve.

In addition to the governor the valve-gear comprises the Shifters 47 and48, joined by a resistance device 49, the carrying-links and 5l, thethrow-rods 52 and 53, to which the valve-rods 24 and 25 are connected,and the throw-pins upon the crank-disk. The governor is connected withthe shifter 47. The shifter 47 comprises the three arms 47 472 473, thearm 472 being weighted to counterbalance the longer arm 47, which latterfurnishes the moving pivot 50 for the carrying-link 50. The governorpivotally engages the arm 47. The shifter 48 for the exhaust sidecomprises depending arm 48' and the long arm 482, which latter providesthe pivot 5l for the carryinglink 5I. A bridge 48S extends from thedepending arm 48 across beneath the shifter 47 and is provided with anupwardly-extending part 49, having a stud 492, that is concentric withthe stud 484 on the opposite side, extending from the arm 48. These twostuds are journaled in the ends of the yoke 54, provided upon the lowerend of the frame arm o1' bracket 26. The center of the shifter47 isconcentric with the center of the shifter 48, the same being jonrnaledupon the pin 474, which extends through the stud 492. The

Shifters 47 and 48 are yieldingly connected by means of the resistancedevice 49, before cases, the pressure of which springs is adjustable bymeans of the screw-caps 47T for said cases. These pins normally bearagainst the studs 475and47, provided upon opposite sides of the pivot orcenterol' the shifter 47. Both of the Shifters may be moved from theirhorizontal position into the elevated or the depressed positions bymeans of the reversinglever 55, preferably having three positions, asshown in Fig. l, and connected by means of the rod 5G to the lower endof the depending arm 48' of the shifter 48. The throw-rods 52 and 53have their lower ends pivotally held by the carrying-lin ks 50 and 5l,respectively, and the connecting-rods 24 and 25 are attached to thethrow-rods 52 and 53 at points intermediate of the ends thereof. Thethrowrods are preferably of the same length, and their upper ends arejournaled upon the throw-pins 57 and 58 on the crank-disk. The wholevalve-gear mechanism might be arranged back of the crank-disk; but fortraction-engines it is more convenient to arrange the same upon the faceof the disk. To this end it is necessary to provide the overhangingbrackets 59 and 60, attaching the latter to the extended end of thecrank-pin 8. The brackets 57 and 58 may be integral, and the throw-pinsmay be integral therewith. The pins 57 and 58 are preferably arranged inline with the center of the crank-disk and the crank-pin 8, it beingunnecessary to provide at these point-s for taking up the lap and leadin the valves as in ordinary valve-motions, the same being accomplishedin this instance by the arrangement of the connecting-rods 24 and 25 atintermediate points n pon the throwrods. By changing the point ofattachment of the rods 24 and 25 to their throw-rods the valves areadjusted to the exact lap provided therein and may be adjusted to takeup lost motion. (See Fig. 8.) Should the connect- IOO IIO

ing-rods 24 and 25 be attached at the pivotal points between thecarrying-links and the throw-rods, the action would be the same asthough the ordinary eccentrics were employed, except that it would benecessary to provide for the lead by changing the positions of thethrow-pins upon the crank-disk. It is obvious that eccentrics may besubstituted for the throw-pins and straps provided upon the throw-rods;but as the same would be more bulky and expensive I prefer theconstruction shown.

The operation of the valve-gearis as follows To start the engine, thelever 55 is thrown into the dotted-lille position, Fig. l. This, throughthe rod 56, throws down the shifters 47 and 48 into the position shownin Fig. l, As the throw-pins are upon opposite sides of the crank-diskcenter, the carrying-links 50 and 51 will occupy diderent positions, andwhen the Shifters are moved one link Will be thrown forward and theother moved back of the pivotal center of the shifters, thereby openingthe steam-valve at one end of the cylinder and opening the exhaust-valveat the opposite end. The valves are thus opened to start the engine,whereupon the throw-rods are moved about the crank-center, changing theangles thereof and raising and depressing the links 50 and 57 to openand close the valves. As soon as the governor is rotated the same beginsto exert a tension upon the shifter 47, that is connected to thesteamvalve, and the same is lifted slightly from the dotted-lineposition, Fig. l, to decrease the throw of the steam-valve by carryingthe inner end of the link 50 more closely to a vertical plane, includingthe crank-center. Under a light load and at a high speed the governorwill tend to draw the shifter 47 up to nearly the horizontal position,thereby changing the point of cut-off, the link 50 moving up and down innearly a straight line, so short is the arc. 'lhe swinging movement ofthe links when inclined operates to open the valve-ports, and theswinging movement imparted tothe throw-rods bythe rotation of the cranksoperates to take up the valve lap,

' both of which movements take place quickly with the requisite pausestherein. The slight variation between the arc of travel of the link ends50 51 and a straight line compensates for the quicker movement of theengine-piston in its backward stroke, so that the valve speeds areaccelerated to correspond with the accelerated speed of the pistou. Whenthe shifters are in a horizontal or middle position, the valves will beoperated only to the'extent of their lap, (slighlty less,) so that nosteam will be admitted tothe cylinder, and to reverse the engine theshifters are thrown into the upper position, as shown in Fig. 5. Theresistance device 49 operatescontinuallyagaiust the governor, regardlessof the position of the Shifters, owing to the arrangement of theresistance device upon the arbitrarily-movable shifter 4S, which latteris through the locked lever 55 made stationary during the operation ofthe engine in either direction.

Having thus described my invention, I claim as new and desire to secureby Letters Patentl. The combination of the engine comprising a cylinder,piston, crank-shaft and connecting members, said cylinder havingindependent inlet and exhaust valves, with a valve-gear comprisingmembers connected with said inlet and exhaust valves, and independentlyoperable thereon, said valve-gear being driven from said crank-shaft,and the governor also driven from said crank-shaft and interposed in theportion of the valvegear which is connected with said inlet-valvewhereby the admission of steam to the cylinder may be governedindependently of the action of the exhaust-valve, substantially as andfor the purpose specified.

2. The combination of the engine provided with independent inlet andexhaust valves, with a reversible valve gear having two driven partsconnected respectively with said valves, a cushion interposed betweensaid parts and a 4governor adapted to automatically vary the operationof the inlet-valvegear part, substantially as and for the purposespecified.

3. The combination of the engine provided with inlet and exhaust valvesindependently operable, with the governor driven from the crank-shaft ofsaid engine, and a variable valve-gear also dri veu therefrom, andwherein said governor is interposed and is positively connected withthat part of the gear which operates the inlet-valves, substantially asspecified.

4. The com biuation, with the enginehaving independent inlet and exhaustvalves, of the governor driven by the engine, and thepositively-connected variable throw-levers connected with said governorand the inlet and exhaust valves, substantially as described.

5. The combination, of the engine and the independentlymovable inlet andexhaust valves thereof, with the throw-rods driven from the crank-shaftof the engine, the carrying-links whereto the free ends of saidthrow-rods are attached, the valve-rods intermediately connected to saidthrow-rods, and means for changing the positions of said carrying-links,substantially as described.

6. The combination, with the engine, and the independently-movable inletand exhaust valves thereof, of the throw-rods driven from thecrank-shaft of said engine, the carryinglinks whereto the free ends ofsaid throw-rods are pivotally connected, the adjustable shifters forsaid links, the governor-resisting device interposed between saidShifters, the governor driven from said crank-shaft and connected withone of said Shifters, and the valverods connected to said throw-rods atintermediate points thereon, substantially as described.

7. The combination, of the cylinder, cranksha ft and connecting members,with the overhan'ging cranks upon said crank-shaft, the throw-rods, thecarrying-links having adjustable centersmeans for adjusting the same,-the inlet and exhaust valves and valve-rods respectively, the latterconnected to said throw-rods, and the constantly-driven governorpositively connected with one of said throw-rods and its carrying-link,to automatically shift the center of said carrying-link, for the purposespecified. i

8. The combination, of the engine-frame, cylinder, piston-valve,connecting-rod and crank, with the overhanging cranks or throwpins inconnection with said crank, the overhanging governor, and the valve-gearparts positively connecting said governor and throw-pins with the Valvesof the engine, said parts being adjustable, as described.

9. The combination,'with the engine and the crank-disk thereof of thegovernor-driv- IOO IIO

ing wheel resting upon said disk, the governor driven therefrom, and thevalve-gear interposed between said governor and said crank-disk, andcontrolling the operation of the engine-valves, substantially asdescribed.

10. The combination, of the engine having independent inletand exhaustvalves, with a valve-gear driven by said engine and having two partsconnected with said valves respectively, said valve-gear also having thepositively-connected variable throw-levers, a cushion or resistingdevice interposed between said levers and a governor driven by theengine and connected with the throw-lever of the inlet-valve as and forthe purpose specified.

ll. The combination, of the engine and the independently movable inletand exhaust valves thereof, with the throw-rods driven from thecrank-shaft of the engine, the carrying-links whereto the free ends ofsaid throwfrom said crank-shaft and connected with the free shifter,whereby the admission of steam is automatically controlled regardless ofthe operation of the exhaust-valve, substantially as set forth.

12. The combination, of the engine and the independentlymovable inletand exhaust valves thereof, with the throw-rods driven from thecrank-shaft of the engine, the valverods intermediately connected tosaid throwrods, the links pivotally connected to the free ends of saidthrowrods, the exhaust-side shifter and the inlet-side shifter wheretothe ends of said links are respectively pivoted, a governorresistingdevice interposed between said Shifters and the governor driven fromsaid crank-shaft and connected with the inletside shifter to alter therelation thereof to the exhaust-side shifter, substantially as and forthe purpose specified.

In testimony whereof I have hereunto set my hand this 11th day ofDecember, 1899, at Minneapolis, Minnesota.

OLE HOVE.

In presence of- RICHARD PAUL, C. G. HAWLEY.

so i'

